Power system



P. W. NEF F POWER SYSTEM Sept. 7, 1943.

Original Filed June 28, 1938 4 Sheets-Sheet 1 INVENTOR. W0

Sept. 7, 1943. p w, FF y 2,328,921

1 POWER SYSTEM Original Filed June 28, 1938 4 Sheets-Sheet 2 1 N VENTOR.

MM/WMTTORNEYJ Sept. 7, 1943, v P. w. NEFF 2,328,921

I POWER SYSTEM Original Filed June 28, 1938 4 sneaks-sheet s INVENT OR.

Sept. 7, 1943. P. w. NEFF 2,328,921

POWER SYSTEM Original Filed June 28, 1938 4 Sheets-Sheet 4 f H o I E o o x.

a: u 60 5 I;

86 1 82 a3 O C 9 .91

iy.l4 INVENTOR' 0 BY Z4 WM, WM

ATTORNEY:

Patented Sept. 7, 1943 POWER SYSTEM Paul W. Neff, New Kensington, Pa.

Original application June 28, 1938, Serial No. 216,313. Divided and this application October 11, 1939, Serial No. 298,995

3 Claims.

but the actual shifting of the gears is accomautomatic device for positively locking the transmission and clutch in engagement in high gear, irrespective of the operation of the accelerator pedal, so as to permit the use of the engine plished automatically by the control system, or v in conjunction with acceleration and deceleration of the motor. The apparatus operates in combination with a clutch which disengages automatically for selecting and meshing the gears and which reengages after the shift is made.

In the control system of this invention, the

. clutch is vacuum operated for automatic control by the action of the accelerator pedal. The clutch may be either the conventional type operated by a vacuum device or may be a centrifugal clutch operating in conjunction with a vacuum device. In either case the clutch operates automatically to disengage upon release of the accelerator pedal for gear shifting, therefore, eliminating the use of a clutch pedal. The apparatus automatically shifts the transmission to neutral when the accelerator pedal is released and a remote gear selector actuated for a gear change. When the accelerator is again depressed,

the selected gear is meshed and the clutch reengaged automatically.

When driving in high gear, it is undesirable to disengage the clutch and gears each time the accelerator is released, since the compression of the engine affords the driver better control of the car.

The present invention provides a semi-automatic transmission system having a finger-tip remote control device, an accelerator responsive clutch and gear actuator, and an automatically operated mechanism for latching the transmission in gear at all times except when a gear shift is contemplated. The clutch and gear actuator is common to both the transmission and the clutch for disengaging both units upon release of the accelerator. Disengagement of gears, however, occurs only when the latching mecha nism is actuated under the control of the remote control device.

It has been the primary objective of this inventor to provide an improved semi-automatic transmission system which more nearly meets all driving conditions and therefore provides safer and easier operation of i the car. The transmission system is controlled by a remote finger-tip gear selector which provides automatic effortless control of clutch and gears and, at the same time, the complete flexibility of a manually operated transmission system. 1

Another. objective of the present inventor has been to provide an improved semi-automatic transmission control system having a simplified for braking the car.

It has been another objective of the inventor to provide a control system of the above indicated character embodying a centrifugal clutch in conjunction with a power operated clutch throw-out mechanism in order to facilitate smooth starting and stopping of the car. In stopping the car, the clutch and transmission automatically remain in positive driving connection with the motor, until the car is almost at a standstill at which time the clutch disengages and the motor continues to idle.

It has been another objective to provide a transmission control system having electrically operated devices to control the action of a vacuum operated shifter unit, and thus provide the advantages of electrical control, and yet avoid the excessive battery drain entailed by directly energizing the shifting mechanism electrically.

This application is divisional of the application of the present inventor, filed June 28, 1938, Serial No. 216,313, for Transmission, issued April 1, 1941, Patent No. 2,237,159.

Further objectives and advantages of the invention will be more fully set forth in a description of the drawings, in which:

Figure 1 is a fragmentary side elevation, partially in section, of the transmission control system of the present invention, in position with the gears meshed and the clutch engaged.

Figure 2 is a fragmentary side view taken partly in section, of a transmission adapted to be operated by means of the present control system.

Figure 3 is a top plan view of the transmission casing with part broken away for illustrating the gear selector and shifter mechanism.

Figure 4 is a sectional view taken on line 4--4, Figure 2.

Figure 5 is a sectional view taken on line 5-5 of Figure 2.

- Figure 6 is an enlarged detailed view illustrating a portion of the clutch teeth of the transmission.

Figure 7 is a fragmentary view illustrating the electrically operated latching devices of the transmission control.

Figure 8 is a fragmentary perspective view showing the latching finger of the suction valve operating control rod.

Figure 9 is a diagrammatic view of the latching finger and the control rod shifter.

Figure 10 is a detailed view illustrating the yieldable connection of the gear selector linkage.

Figure 11 is a detailed view of the gear selector unit which is mounted in the drivers compartment.

Figure 12 is a side view, partially in section, taken similar to Figure 1 and illustrating a modifled arrangement of the present invention.

Figure 13 is a view takensimilar to Figure 1 but illustrating a modification of the structure.

Figure 14 is a detail view of the solenoid operated unlocking mechanism and the compressible shifting link of Figure 1.

The apparatus of the present invention is disclosed in conjunction with the speed change gear transmission of an automobile. The transmission is mounted in a housing l3, which extends back from the motor of the automobile and includes a fly wheel or clutch compartment [4 and a gear compartment l5. The clutch l8 of this embodiment of the invention may be of any conventional friction disk type ascommonly used in the clutch, also actuates the gear shifting mechanism. The gear shifting is performed by a linkautomobiles. For this reason, it is not illustrated in detail.

In the present form the clutch includes a throw out yoke l9 mounted on a cross shaft (see Fig. 2). The clutch is mountedin the fly wheel of the engine and is operated automatically by means of a vacuum device 3|. The piston of the vacuum device is in connection with the cross shaft 20 by means of a link 2| pivoted at the lower end of an operating arm 22, which is secured to the cross shaft.

The cylinder of the vacuum device is connected to the intake manifold 23 of the engine by means of a vacuum line 24. A control valve 25, in the vacuum line 24, controls the operation of the clutch. The valve 25 includes a plunger 26, which is provided with a diametric cross passageway 21 and a longitudinal bypass slot 28. The plunger is in connection with the accelerator 29 by means of a rod 30. The clutch, therefore, operates automatically from the accelerator and manual control clutch means is not required, although this may be provided if desired.

When the accelerator is in released position, the passageway 21 is in alignment with the vacuum line 24 to connect the vacuum cylinder 3| with the manifold and disengage the clutch. When the accelerator is in the depressed position, as shown in Figure l, the bypass slot 28 is in alignment with the line 24 to admit atmospheric pressure to the vacuum device, thereby permitting the clutch to engage. A tension spring 32 returns the valve to clutch disengaging position upon release of the accelerator.

The accelerator pedal is in connection with the rod by means of a pivoted arm 33, which includes the conventional actuating rod 34 extended to the carburetor 35. The rod 34 is in operating connection with the throttle valve of the carburetor. A tension spring 36 closes the throttle valve when the accelerator is released.

The vacuum unit 3|, in addition to operating age arrangement generally indicated at 31. The shifting linkage is in connection with an upwardly extended lever 38, which is loosely pivoted on the cross shaft 2|]. Clutch disengaging movement of the vacuum unit is transmitted through lever 38 to the transmission to actuate the linkage 31 in gear disengaging direction at the same time that the clutch is disengaged.

The apparatus includes a gear selecting arrangement indicated generally at 40. Manual actuation of the gear selecting mechanism sets up the the apparatus for the shifting of a gear. The shifting operation occurs automatically when the accelerator pedal is depressed.

three forward speeds and a reverse.

Transmission The transmission, as illustrated, contains a. conventional arrangement of gears providing The gears are of the constant mesh type and four sets of constantly meshing gears are included for providing three forward speeds and a reverse. A drive shaft 4| extends rearwardly from the clutch longitudinally of the transmission housing and A carries the driving gears 42, 43, 44 and 45, freely rotatable thereon. These gears are held against axial movement by any conventional means (not shown). The other gears of the respective sets, namely, 46, 41, 48 and 49 are fixed on-the countershaft 50. The reverse speed set, namely gears 42 and 46 includes a reverse gear 5| for reversing the direction of rotation.

The large gear 45 at the rear end of the shaft, although loose with respect to the drive shaft, is non-rotatably secured to the propeller shaft 52. The drive shaft is supported at the forward end in a bearing 53 and at the rear end in an axial socket (not shown) in the forward end of -the propeller shaft. Bearings 54, 54 support the forward end of the propeller shaft 52. Thus shafts 4| and 52 rotate freely independently.

The gears 42, 43, 44, and 45 on the driving shaft 4| are adapted to be coupled individually to the shaft by means of coupling devices. These gears 42, 43, 44, and 45, as considered in their longitudinal arrangement, are controlled or arranged in pairs, namely a forward and a rear pair with a coupling device disposed between the gear elements of each pair. The coupling devices consist in each instance of a coupling block or collar 55 in splined connection with the drive shaft 4| between the particular pair of gears. The collars are provided with coupling teeth and are adapted to engage in driving relationship with adjacent teeth 51 formed on the hubs of the gears. Each collar is provided with an annular groove 58 which is engaged by a shifter yoke 59 adapted to shift the collar into driving engagement with the selected gear.

Since the gears are loosely journaled and the clutch collars are in splined connection on the shaft 4|, shifting of a clutch collar into engagement with the clutch teeth of a gear results in establishing a driving connection between the drive shaft 4|. through the collar to the selected gear.

It .will be observed that, when both of the clutch collars are in position centered between the gears as in Figure 2, the transmission is in neutral. When the forward clutch collar is shifted forwardly into engagement with the gear 42, the transmission is in reverse gear. The drive then takes place through the gear 42, the idler gear 5|, the gear 48 on the countershaft and from the small gear 49 at the rearward end of the countershaft to the large gear 45 secured on the propeller shaft 52. This gear is in constant and direct connection with the rear axle of the car through the propeller shaft 52.

When the forwardly disposed coupling collar is shifted rearwardly, a driving connection is established through the collar, the gear 43, the gear 41 on the countershaft, and then to the rear axle as disclosed above. The transmission at this time is in low gear. The other coupling collar, when shifted forwardly, results in second speed through the gears 44 and 48. When the other or rearmost coupling collar is shifted rearwardly, a direct connection is established between the driving shaft 4| and the gear The transmission at this time is in high gear.

Gear coupling mechanism The gear shifting mechanism is actuated by a shifter lever 66 at the rear end of the transmission casing. The lever 66 is bifurcated at its inner end (see Figure 3) and has a yoke connection to a translatable selector rod 6| mounted tor rod through the gear sector 63 and gear 62 to rotate the shaft 6| and select the gears. The

actual shifting is done by longitudinal translation of the rod 6| as permitted by the splined connection to the gear 62.

Longitudinal movement of the selector rod is transmitted to the coupling collars 55, 55 in the following manner. are secured in the casing adjacent to and parallel with the rod 6|, one at each side thereof.

Each of the shafts 65 and 66 carries a pair of shifter sleeves 61 longitudinally translatable on the shafts. The sleeves are coupled together for motion in opposite directions by means of centrally pivoted levers 68.

Each lever is connected to respective sleeves by means of pins at the outer ends of the levers. These pins are engaged in slots formed in the sleeves. Each lever is pivoted at its center upon a pin 16. The selector rod 6| is provided with four radially disposed lugs 1| one for each speed change including reverse. These lugs 1| are arranged in pairs, each pair being located between a pair of adjacent shifter sleeves 61. Each shifter sleeve is provided with a pair of spaced lugs 12,

between which the lugs or spurs 1| are adapted to engage so as to transmit the longitudinal shifting motion of the selector rod to a preselected sleeve.

The coupling blocks are connected to the shifter sleeves by means of the yokes 59. The upper end of each yoke is pivotally connected to 2. lug 13 of the particular shifter sleeve. The yokes 56 being centrally pivoted, provide rocking lever connections between the sleeves 61 and the coupling collars 55.

In selecting the desired gear, the selector rod is rotated to engage one of. the spurs or lugs 1| between a pair of the lugs 12 of the particular sleeve to be shifted. The rotary motion is transmitted through the gears 62 and 63 upon actuation of the selector lever in the drivers compartment, the structure and operation of which -will be subsequently described.

The end of the selector rod 6| adjacent the yoke connection of the shifter lever is provided with an arrangement to prevent rotation of the rod when any one of the gears is coupled. The arrangement consists of a radial pin 14 projected from the rod and adapted to engage in any one of a series of five radial slots 14a formed in a bushing at the end wall of the transmission casing. The slots correspond with the angular position assumed by the pin 14 as the selector rod is revolved for each of the four gear changes and neutral. The longitudinal translation of the rod, when. one of the gears is coupled, engages the pin in the slot corresponding to the gear A pair of shafts 65 and 66.

selecting position of the rod. The rod, therefore, cannot be rotated for thenext gear selection until it is first shifted longitudinally inwardly to uncouple and move the shifter lugs or spurs 1| into alignment with the lugs 12.

The transmission is provided with an interlocking device to prevent .more than one set of gears from being engaged at a given time. This device comprises a pair of spring pressed detent plungers 15 adapted to engage in notches 16 of the shifter sleeves. The detent plungers are interconnected by means of a centrally pivoted lever 16a. The clearances between the ends of the lever 16a and the respective plungers is sufficient to permit one of the plungers to move outwardly to clear the notch as a particular selector sleeve is shifted. The interlocking lever 16a is then in looking engagement with the other plunger and blocks the adjacent shifter sleeve against longitudinal shifting, thus preventing movement of more than one of the sleeves at a time.;

' As above described, the shifting of the gears is accomplishedby the shifting lever 66. This lever is actuated by the linkage 31 upon operation of latching devices come into play to prevent clutch and gear disengagement, unless it is desired to coast or bring the car to a stop.

The shifting linkage 31 is compressible and the shifting lever 66 at its outer end is provided with an electrically operated latching arrangement, which, under certain conditions, locks the shifting lever 66 against disengaging movement. The link 31 includes a push rod 18 having a clevis member 19, at its rear end, which is pivoted to the outer end of the shifter lever 66 as at 86. The forward end of the push rod is slidably mounted in a connecting sleeve 8|. compression coil spring 82 disposed between the sleeve 6| and a pair of adjusting nuts 63. The forward end of the rod 18 is provided with a pair of nuts 85, which serve to hold the sleeve 8| against the action of the spring 82. The forward end of the connecting sleeve 8| includes a bifurcated extension to accommodate a pivotal connection, as at 86, to the actuating arm 38.

A tension coil spring 81 is secured to the sleeve 8| and has its opposite end secured to the transmission housing. The spring 81 tends to draw the assembly to its gear engaging position as shown in Figure 1.

The electrically operated locking device, indicated generally at 96, is disposed at the outer end of the shifting lever 66 and serves to lock the lever in gear engaging position, as shown in Figure 1. It will be noted from a study of the arrangement that rearward movement of the gear shifting lever 66 is blocked when the locking device is in operahive position. Therefore, simultaneous disengagement of the clutch and gears can occur only when the locking device is in inoperative or retracted position. With the device in locking position, as shown in Figure 1, clutch disengaging movement of the lever 22 and 36 will compress the spring 82 without imparting any movement to the shiftinglever 66. However, as soon as the locking device is unlatched or retracted, the shifter lever 66 will snap rearward to disengage the gears, by virtue of the spring 82. The operation of the locking device is controlled electrically The rod carries a automaticall upon actuation of the gear selector lever as will be hereinafter described.

- The locking device 90 comprises a locking pin 9| 7 slidably mounted in a bracket'92. The plunger or locking pin 9I is actuated by means of the solenoid 93. The solenoid includes a plunger 94 having at its outer end, a link 95 pivoted to the joint of a pair of toggle levers 96. The lower end of the toggle is pivoted at 91 to the solenoid bracket 92 and the upper end at 98 to the locking plunger 9 I. The solenoid plunger 94 carries a coil spring I under compression adapted to position the plunger 9| in looking position as shown. When the solenoid is energized, the plunger 94 is drawn inwardly and this movement is transmitted by means of the toggle to the locking plunger 9I to retract the upper end of the plunger out of the path of rearward movement of the shifting lever 60. The solenoid is energized upon actuation of the gear selecting lever in the drivers compartment prior to the time the actual gear selecting movement is made.

Selector means The selector mechanism comprises a housing element IOI having an indexed or notched edge and a selector lever I02 adapted to be swung in an arc and relative to the notches I03. The

.manipulating end of the swinging lever extends outwardly of the casing for manual operation. The inner end of the selector lever carries an insulated block I05 which includes a contactconnector bar I06 adapted to contact with a pair of switch blades I01. I0! is in electrical connection with the solenoid 93 and the other blade is in connection with th battery I08 of the car.

The swinging lever is pivoted on an insulated block III fixed on a gear selecting shaft H0. The shaft is journaled in bearings at the upper and lower ends of the supporting sleeve I I2 of-the selector assembly. The shaft I I0 at its lower end includes a crank H3 and, adjacent the crank, a block H4 and a pair of fiat springs H5. The springs engage the respective sides of the crank arm and are secured to the block, which, in turn, is fixed on the shaft I I0. The crank I I3 is loosely mounted on the shaft H0 and gear selecting movements of the lever I 02 are transmitted to the crank arm through the springs H5. The outer end of the crank H3 is pivoted to a link H6, the other end of which is connected to a crank H'I fixed on the gear selecting shaft 64.

The notches I03 are positioned for determining the proper amount of movement to select the various gears. These are five notches for three forward speeds; reverse, and neutral. A slot is provided adjacent the notches for permitting limited rocking and swinging of the lever. In selecting a gear, the lever necessarily must be lifted to clear the notch in which it is engaged prior to swinging movement. The lifting movement connects the contacts I01, thus energizing the solenoid 93. The lever is provided with a fiat spring I02a, which serves to hold the lever in the particular notch and clear of the contact mem-' bers.

From the foregoing, it will be evident that,

upon release of the accelerator pedal, the 'operation of the vacuum unit will disengage the clutch and subsequently operate the link 31 in the direction of gear disengagement. If a gear. change is to be made, the lifting of the selecting lever One of the switch blades preparatory to making the next shift will energize the solenoid 93 and depress the locking pin, thus permitting the gear shifting lever 60 to be moved rearwardly to neutral position. The transmission is then in a condition for changing gears. Movement of the lever to the next notch operates the selector rod in the transmission to select the gear. When the selecting lever is brought to position in the selected notch, the lever will engage the notch and move out of contact with the switch blades. The shifting lever 60 will at this time be in rearward or neutral position above the depressed spring urged, looking plunger 9|.

When the accelerator pedal is again depressed, the valve 25 will operate to bypass the vacuum line to admit atmospheric pressure to the vacuum cylinder and re-engage the clutch. The spring 81 on the link 31 will then move the link in a forward direction to mesh the selected gear. When the lever reaches its forward position, the latching plunger 9| snaps upwardly under the action of the spring I00 to latch the lever positively in gear.

Each time the accelerator is released, the valve 25 will tend to reestablish the vacuum in the clutch operating cylinder. This, of course, would disengage the clutch each time the accelerator is released. In order to prevent this action, means are provided for holding the valve 25 in clutch engaging position when the transmission is in high gear. This device consists of a clip H8 secured on the valve actuating rod 30. The clip is formed of a U-shaped element having its pair of arms downwardly depending. The forward arm H9 provides an abutment against which a rod I 20 bears. The rearward arm of the clip I2I is provided with a laterally disposed slot to support the forward end of the rod I20.

It will be noted on Figures 8 and 9 that the rod is adapted to be moved laterally. The rod I20 is provided with an inclined lug I22 adapted to cooperate with a throw-out arm I23 fixed on the brake shaft I24. Therearwardly extended end of the rod I20 is pivotally connected to a transmission is locked in high gear by the engagement of the plunger 9I against the shifting lever 60 and the clutch is engaged and locked against disengagement by the contactvof the rod I20 with the clip H8.

Therefore, when the car is in high gear, it will remain there irrespective of the accelerator position. This, of course, permits the driver, in slowing down or descending hills to utilize the braking effect of the engine byreleasing the accelerator. If it is desired to disengage the clutch while in high gear to permit coasting or in coming to a stop, actuation of the brake'pedal will dislodge the end of the rod from the arm H9,

thus permitting the spring 32 to return the valve will be disengaged upon comingto a completestop.

Description of operation Assuming that the car is at a standstill with the engine not running, the clutch engaged and the selector at neutral, the following operations take place in getting the car in motion. The engine is started. This causes the power device to disengage the clutch. The link 31 will be compressed when the engine is started and the clutch disengaged since lever 60 is latched in gear meshing position by means of the plunger 9|. I

Preparing to move the selector lever to low gear, the operator raises the selector lever to clear the notch in which it is engaged. This movement closes the contacts I! of the switch to energize the solenoid 93. When the solenoid is energized, the plunger 9| is retracted. This action occurs very quickly and the spring 82 of the link 31 immediately moves the shifting lever 60 to neutral position. The selecting lever is now moved to position for low ar and, when brought to this position, drops into a notch I03. The lever 60 is now in its neutral position and the plunger 9| held in depressed position by this lever. Upon swinging the selector lever, the selecting rod Si in the transmission is rotated to engage theproper sleeve 61 for shifting the sleeve when the shifter lever is moved to gear coupling position.

The operator now depresses the accelerator pedal. This movement is transmitted to valve 25 to by pass or vent the valve, thus causing the clutch to engage and permitting the spring 81 to draw the link 1''! forwardly to mesh the selected gear. The selected gear will-mesh and the clutch will engage independently and in the proper timing as determined by the pressure of their respective springs, due to the clearance ilirgvided between the arm 38 and the stop screw The car will now be in motion and will continue driving in low gear as long as the accelerator is held down. When the car speed is considered proper, the accelerator is released and' the valve will then operate to disengage the clutch.

The transmission will remain in low gear, however, due to the locking action of the plunger 9| and the compressible link 31. When it is desired to shift to second gear, the selector lever is again actuated to energize the solenoid prior to shifting the lever to the next notch. The above described action, of course, will be repeated, the compression spring82 of the link shifting the transmission to neutral immediately upon raising the selector lever and depressing the locking pin III. The lever is then dropped into the second speed notch and upon depressing the accelerator pedal, the clutch will again engage and the second gear will be coupled.

It will be borne in mind that during the time these operations are taking place, the rod I20 is in retracted position, so that the valve 25 is free to move to clutch disengaging position each time the accelerator is released. I I

The apparatus functions in the same manner for the high speed shift. At this time, however, the -,rod I20 is moved forwardly to engage the stop finger II9, thereby locking the valve 25 in clutch engaging position. The transmission, of course, is shifted and locked in the high speed position, as previously described.

With the engagement of the clutch, the transmission and clutch are locked in positive high speed drive position. Therefore, release of the from the stop finger I I9. The spring 32 will then move the valve 25 to clutch disengaging position. It is understood that the accelerator will be in released position at this time. Therefore, the valve may be shifted.

Modified arrangement I Referring to Figure 12,-the apparatus employs a selector mechanism and speed change transmission essentially the same as those already disclosed. The control or shift system includes a vacuum operated clutch actuating device, an accelerator actuated valve, and a vacuum operated, electrically controlled gear shifting lever.

In the present example, however, the clutch is of the centrifugal automatic type, having a plurality of centrifugal masses adapted to engage the clutch when the engine is brought to clutch engaging speed. The clutch, in addition to the centrifugal actuation, is operated for disengagement by means of the vacuum operated disengaging device. In normal operation the clutch is disengaged by the vacuum device and engaged by centrifugal action. The centrifugal action provides somewhat better starting characteristics than is otherwise possible in semi-automatic transmission systems. In shifting gears when the car is in motion, the clutch is disengaged by the vacuum device upon release of the accelerator. If the gear selecting is done quickly, the

clutch will be reengaged by the vacuum device before the engine speed is sufiiciently reduced to cause centrifugal disengagement of the clutch. Therefore, the centrifugal action of the clutch is normally effective only in starting the car from a standstill.

In this example, the gear shifting lever 60 is actuated for disengaging the gears by means of the electrically controlled vacuum operated device indicated at I30. The piston of the device is connected to the shifting lever 00 by means of a lever I3I and a link I32. The lever 60 is pulled into gear coupling position by means of a spring I33 attached to the lever. The gear shifting lever actuating device I 30 is controlled by means of a solenoid I34 and a slide valve I34a.

When the selector lever is lifted'preparatory to selecting a gear, the solenoid I34 is energized to move the valve I34a upwardly to establish a passageway from the cylinder through the valve chamber to the vacuum line I35 which is connected to the intake manifold of the motor. It may be seen, therefore, that lifting the selector lever will cause the device I30 to move the shifter lever to neutral position. The lever will be locked in this position by means of an interlock device I31. The clutch control valv 25 is provided with a solenoid I38, having a latching plunger I39 adapted to engage a notch in the valve plunger for latching the valve in clutch engaging position. The solenoids I38 and I34 are in electrical connection with the selector unit and are energized simultaneously when the selector lever is raised. If the accelerator is released at this time, the valve plunger will move to clutch dis engaging position under the influence of the spring I40 and the clutch will disengage. The interlocking device I3'I will hold the transmission in neutral only so long as the clutch is engaged.

When the valve 25 moves to clutch disengag ing position, the vacuum unit I29 will come into play to move the clutch actuating arm I forwardly to disengaged position. A link I4! is provided between the clutch actuating lever I 49 and the interlock lever I31 and has an elongated slot I43 engaged by a pin I44 on the lever I 49. When the clutch is being disengaged, the pin I44 moves forwardly in the slot until it reaches the end of the slot at which time the link I42 is moved forwardly to trip the interlock I31. The clutch disengaging unit has a relatively long stroke of travel. Consequently there will be a few moments delay during which time the final movement of the selecting lever occurs. By the time the clutch disengagement is complete, the gear has been selected and the interlock has been tripped to permit the shifter lever to be actuated by the spring I33 to couple the selected gear. After the selecting lever has reached the selected notch, the electrical contact will be broken causing the solenoids to be de-energized, thus permitting the gear shifter piston to move to its gear coupling position under spring influence. The solenoid on the valve 25 also will have been de-energized at thistime allowing the detent plunger to drop into engagement with the valve plunger. When the accelerator is again depressed, the valve plunger will be latched in clutch engaging position as shown in the drawings. Therefore, the clutch remains in engagement independently of the accelerator.

From the foregoing description, it will be seen that the clutch and transmission are disengaged each time the selector lever is manipulated with the accelerator released. This arrangement, in conjunction with the centrifugal clutch, eliminates the necessity of operating the brake pedal for disengaging the clutch when bringing the ing the shift to neutral by vacuum. In the form illustrated in Figure 1, the actual gear uncoupling movement is imparted by a spring. The transmission is locked in gear, and released by a solenoid which is energized upon manipulation of the selector lever. In both instances, raising the selector lever moves the transmission to neutral.-

Since the vacuum operated clutch actuating device is not operative except when shifting, the centrifugal clutch is necessary for clutch disengagement when the car is nearing a stop. For slow starting, the centrifugal clutch again comes into action, but for quick starting, the engine is accelerated quickly and the centrifugal force acts before the vacuum device, and the clutch engages at a higher engine speed. In this manner, the apparatus provides either for quick getaway or for slower starting. The apparatus operates automatically in either event.

The interlock device functions upon the same principle as in the former case, that the gears cannot be meshed until the clutch is fully disengaged. The long stroke of the clutch power unit requires more time in which to act, whereas the gear shifting unit has a very short stroke. Since the vacuum operated gear shifting device acts very quickly, the gears are uncoupled before the clutch becomes fullydisengaged and, in coupling the gears after a selection has been made, the gears are coupled before the clutch is engaged.

In order to facilitate engagement and disengagement of the teeth, surfaces of the clutch teeth are disposed at certain angles. As detailed in Figure 6, the teeth are tapered, that is to say. the rear faces -53 of the teeth slant with respect to the driving faces in a direction tending to force the two elements apart when the car is driving the engine. The degree of the angle, as indicated by the dot and dash lines, is relatively slight and is designed to reduce the friction and therefore the force required for shifting into neutral when the car is driving the engine. In other words, the teeth are canted to a slight degree to neutralize or balance the separating force and the frictional holding force when the car is driving the engine so that the power required to shift the coupling blocks out of engagement is reduced. The correct angle depends upon factors in the driving force, that is, piston displacement, compression ratio, etc.

Operation of modified structure Assuming that the car is at a standstill with the selector lever at neutral and the motor running. the following operations take place in starting the car with the structure of Figure 12.

Since the motor is at idling speed, the centrifugal clutch will be in disengaged position. When the selector lever is lifted preparatory to selecting low gear, the contacts will be closed and the solenoids I34 and I38 will be energized. The control valve 25 will then snap to clutch disengaging position and the transmission shifting valve I34a will operate to shift the transmission to neutral. It will be seen, therefore, that both the clutch and the transmission are in neutral prior to the time that the actual gear selection is made. The lever is now swlmg to the desired notch to select the gear, as in the previously described manner.

When the lever is dropped into the notch, after the gear is selected, the contacts tothe solenoids I34 and I33 will be broken, thus admitting atmospheric pressure to the. vacuum devices I29 and I 30 and permitting the spring I33 to mesh the gears. Upon depressing the accelerator pedal, the valve 25 will be moved to clutch engaging position, thus permitting the car to be started when the engine speed is increased sufiiciently to actuate the centrifugal weights. When this speed is reached, the clutch begins to drive and the car is in motion.

It is to be remembered, that each time the shifter lever is actuated to shift the transmis sion to neutral, the interlock I31 engages the lug on the lever I3I, thus locking the gears in neutral. Therefore, before the gears can be meshed, the clutch controlling vacuum device must be actuated to disengage the clutch and trip the interlock I31, at which tim the gears snap into mesh by means of the spring I33. As the accelerator is depressed, the valv 25 comes into play to engage the clutch pneumatically and the transmission will again b in driving connection with the motor as soon as the engine speed is sufficient to engage the clutch centrifugally.

The principle upon which this apparatus functions is that of mechanically disengaging the clutch prior to shifting gears and reengaging the clutch by centrifugal action after the desired gear selection has been made and the clutch reengaged mechanically.

The structure illustrated in Figure 13 incorporates an automatic centrifugal clutch, an accelerator responsive vacuum device to disengage the clutch and gears, and'a solenoid operated locking means for normally locking the clutch and gears in engagement independently of the accelerator position. In this arrangement the locking mechanism acts directly upon the clutch actuating linkage to hold the clutch in engagement against the disengaging force exerted by the vacuum unit when the accelerator is released.

Thus the clutch is locked in engagement directly.

The gear shifting'lever is in connection with the clutch disengaging linkage so as to shift the gears to neutral when the vacuum unit disengages the clutch. Normally the shifter lever is held in gear coupling position by means of a spring. Therefore, when the clutch linkage is locked in engaged position, the gears also will be held in coupled relationship.

When the clutch linkage is unlocked and moved to disengaging position, the shifter lever will be actuated against the tension of the spring to shift the gears to neutral. In operation, the solenoid operated locking means prevents disengagement of the clutch and gears except when the selecting lever is lifted out of a notch and the accelerator released.

The centrifugal clutch operates in the usual manner to automatically disengage independently of the control mechanism when the car is brought nearly to a stop.

It will be noted in Figure 13.that the solenoid I50 is arranged in much the same manner as in Figure 1. In the present instance however, in-

crank. The upper end of the bell crank is connected to the shifter lever by means of a link I 58 operable to move the shifter lever to gear uncoupling position when the bell crank is actuated. When the clutch is reengaged, the shifter lever is pulled to gear coupling position by means of the tension spring I33 which serves to hold the shifter lever in gear coupling position at all times except when the rocker arm is actuated for clutch disengagement.

The solenoid isin electrical connection with the selector lever in the previously described manner, adapting the solenoid to be energized stead of a locking pin, the solenoid plunger actuates a lock-out toggle I5I having one link pivoted to the transmission and the other pivoted to a locking arm I52. The locking arm is adapted to swing relative to arocker arm I53 having an arcuate cam surface adapted to move relative to a roller I54 pivoted at the upper end of the locking arm I52. The upper end of the cam surface terminates at an angular flat surface indicated at I55, adapted to be engaged by the roller I52 to lock the rocker arm in downward or clutch engaging position when the solenoid is in locking position as illustrated in full lines.

It will be apparent, therefore, that the vacuum device cannot operate to disengage the clutch when the solenoid is in deenergized or in looking position. However, when the solenoid is energized by lifting the selector lever, the toggle links will assume the position shown in dotted lines and the roller will move rearwardly and out 'of engagement with the locking surface I55 to permit movement of the rocker arm. Thus, if the accelerator is released, the control valve 25 will energize the vacuum unit to disengage the clutch. The rocker arm then assumes the position shown in dotted lines.

Clutch disengaging movement ofthe rocker arm is transmitted to the shifter lever 50 by means of a bell crank I56, having a setscrew I51 arranged for adjustable contact with the rocker arm upon clutch disengaging movement thereof to transmit the movement to the bell upon lifting of the lever. The control valve is linked to the accelerator in the same way as before.

Having described my invention, I claim:

1. In an transmission system, a clutch, speed change gears, a shaft adapted to be driven through said gears, a gear selector, an engine, an accelerator therefor, a power device for-con trolling said clutch, said device receiving its power from said engine, an accelerator controlled valve for controlling said power to said power device, a shifter lever for coupling and uncoupling said gears relative to said shaft, a link coupled between said power device and said shifter lever for actuating said shifter lever, said link being compressible in gear uncoupling direction, an electrically operated latching device associated with said lever to lock the same in gear coupling position independently of the action of said power device, and a switch on said gear selector in electrical connection with said latching device operable to release said shifter lever to gear uncoupling position upon actuation of the gear selector.

2. In. a change gear transmission, a power shaft, a propeller shaft, gears for coupling said power shaft to said propeller shaft, an engine, a clutch for controlling the connection of said power shaft with said engine, a manual selecting gears, locking means for maintaining said common actuator and clutch in gear engaging and clutching position respectively, a solenoid for operating said locking means, energized for clutch and gear disengagement, by an initial movement of said selecting lever, a speed changing means for said engine, a valve controlled by said speed changing means for controlling said common actuator, said valve opened for operating the common actuator when the speed changing means is in released position to build up initial power in said fluid operated common actuator so that when the manual selecting lever is operated, the clutch and gears are more quickly disengaged for the succeeding gear selection.

3. A power system, comprising an internal combustion engine, accelerator means for said engine, a clutch, a shaft to be driven, gears for driving said shaft connected to said internal combustion engine by means of said clutch, a gear selector lever, a gear shifting lever, single actuating means for said clutch and said gear shifting lever, said actuating means controlled from said accelerator, and an interlock controlled by said selector lever for normally maintaining said gear shifting lever in gear coupling position.

PAUL W. NEFF. 

